FR2653818A1 - METHOD FOR CONTROLLING THE SAFETY OF DOORS OF A RAIL TRANSPORTATION RAIL AND DEVICE FOR ITS IMPLEMENTATION - Google Patents

Abstract

The method for controlling the safety of the doors of a train set comprising several coaches (R1, R2, R3) comprises a sequence of the following steps initiated by an operator from any one of the coaches: - order authorization, initiated after stopping the train set, - command to open a predetermined part of all of said doors, - command to close said doors and - transmission to a driver at the head of the train set of a selective authorization for setting walking of the train after execution of a preliminary step of checking the effective closing of said doors. Use in particular in urban transport trains.

Description

The present invention relates to a method for controlling the safety of

  doors of a rail transport train. It also targets devices for its implementation. The safety of the passengers in the trains of transport, and in particular the trains of urban transport, implies the implementation of procedures of control of opening and closing of the doors having a high level of reliability. In particular, in urban transport systems where the respective functions of driving and control of doors are divided between a driver and an operator, commonly called conductor, it is imperative to provide a perfect transmission, on the one hand, of all the information closing the doors to the conductor, knowing that it can be located in any of the cars of the train, and secondly, information authorization to start at

destination of the driver.

In addition, order orders

  opening / closing doors or a part of them

  ci, usually one of the sides of the train, initiated by the conductor must be relayed on all cars of the train, on both sides of the car o

is located the chef de train.

  The French patent application 89 01272 of February 1, 1989 in the name of the present applicant, describes a method of transmitting information or orders in alternate duplex mode which ensures a high level of security by preventing any inadvertent opening of doors of a car when the train is on the move. This method thus makes it possible to relay orders or information

car drive.

  However, in the aforementioned situation, the conductor must, before transmitting to the driver a

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  start-up authorization information, receiving on either side of the car where convergent information is located, coming from both the head and the tail of the train, on the effective closing of the doors, and this regardless of the car where it is at

within the train.

  However, the practical realization of a transmission circuit within a train, which makes it possible to ensure these constraints is quickly inextricable, knowing that the logical functions to be performed are different as regards

  concerns the conductor and the driver.

  The aim of the present invention is to remedy these drawbacks by proposing a method for controlling the safety of doors of a rail transport train comprising several cars provided with doors whose opening and closing are controlled by actuators, comprising a sequence of following steps initiated by an operator from any of the cars: - command authorization, initiated after stopping the train, - command to open a predetermined part of all of said doors, - command closing said doors, and transmitting to a conductor located at the head of the train, - selective authorization to start the train after performing a closing control step

effective of said doors.

  According to the invention, during the closing control step, information on the state of closure of the doors of the cars located on either side of the car accommodating the operator are taken, on the one hand, on a flow of information from the front to the rear of the train and, on the other hand, a flow of information from the back to the front of the train.

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  row, and the selective start authorization is transmitted via the flow of information transiting from

the rear towards the front of the train.

  Thus, by providing two separate streams of information, from the rear to the front of the train, and from the front to the rear, and allowing to pick up, from any one of the cars, on These flows the control information needed by the conductor and from all cars, we solve the practical problem posed by the use of a single vector bidirectional transmission. In addition, the flow of information transiting from the rear to the front of the train is advantageously used for the transmission of selective authorizations to start the train.

train driver.

  According to an advantageous embodiment of the invention, the opening control and closing control steps are arranged so that all the control commands for the actuators of the doors of the cars located on either side. of the car welcoming the operator is transmitted from said car on predetermined transmission media

connecting all the cars.

  Thus, unlike the aforementioned prior method in which the various orders or information were relayed car by car and processed and regenerated in each car, in the method according to the invention, the control orders are directly transmitted to all actuators concerned, which has the effect of increasing the reliability of the control system as a whole, by reducing the number of intermediate circuits. According to another aspect of the invention, the door security control device of a rail transport train, comprising several cars provided with doors whose opening and closing are controlled by actuators, implementing the method according to the invention. the invention, placed in each of said cars, and comprising: - means for authorizing a command when the train is stationary, - means for controlling the opening of a predetermined part of said doors, - means for controlling closing said gates; means for selectively enabling the train to be started after checking the effective closing of said gates, said means being implemented in a car only by an operator provided with predetermined access means, is characterized in that it further comprises means for collecting information concerning the effective closing of the doors of cars located on the side and of the car where the operator is located, on the one hand, on an information transmission medium from the front to the rear of the train, and on the other hand, on a transmission medium of information from the back

the front of the train.

  Other peculiarities and advantages of

  the invention will become apparent in the description below.

  after. In the accompanying drawings, given as non-standard examples

  FIG. 1 is a simplified electrical diagram of an effective embodiment of a safety control device according to the invention; FIG. 2 is a simplified representation of a portion of a railway train in which the method according to the invention is implemented, - Figure 3 illustrates a particular embodiment of a control module of the device according to the invention, allowing a momentary reopening of

  doors after a general closing order.

  We will now describe an effective form of

  embodiment of the invention with reference to Figures 1 and 2.

  This embodiment relates to a railway train consisting of identical cars all having a main cabin, an auxiliary cabin and

traction means.

  Each car is equipped with a safety control device 1 according to the invention with reference to the

figure 1.

  The safety control device 1 is placed in the main cabin C1, C2, C3 of the car R1, R2, R3, with the exception of a control module 6 placed in an auxiliary booth CA1, CA2, CA3 of each car, in

reference to Figure 2.

  The device 1 according to the invention comprises a control module 2A also called MDC ("master door controller") A for opening the doors located on the referenced side A, a control module 2B also called MDC ("master door controller") ) B for the opening of the doors on the opposite side referenced B, with reference to the

  FIG. 2, and an information processing module 4.

  Each opening control module 2A, 2B is respectively connected to a pair of opening control lines LA, LB common to all the cars of the train, and to the processing module 4 which is, in turn, connected to two pairs of lines IA, IB connecting all the cars of the train and on which pass on the one hand the information from the front to the rear of the train, and on the other hand the information from the back to the front of

paddle.

  The control device 1 according to the invention therefore has as external links, on the one hand, the four pairs of lines LA, IA, IB, LB on either side of the two faces E1, E2, and on the other hand control lines OA, OB respectively connected to the actuators of

  door sides A and B of the car in question.

  It also has a symmetrical structure with respect to the two control modules 2A, 2B. Therefore, only the control module 2A will be described, the module 2B having an organization identical to that of the

control module 2A.

  The control module 2A itself has a symmetrical structure for reversible operation and control of all cars. I1 comprises pushbuttons 28A, 58A and 27A respectively, 57A, two oscillators 26A, 56A respectively connected to two amplifiers 25A, 55A which feed a primary winding 24A, 54A of a

transformer 21A, 51A.

  Each transformer 21A, 51A comprises a secondary winding 22A, 52A and a winding

  self-holding auxiliary 23A, 53A connected to the button

  respective closing pusher 27A, 57A.

  One terminal of each secondary winding 22A, 52A is connected to a line of the pair of control lines LA while the other terminal is connected to one of the poles of a bipolar switch 20A, 50A connecting the other line of the pair of lines 2A, either to the secondary winding 22A, 52A, or to a line continuation section to the next switch 50A, 20A. The pair of gate actuator lines OA is connected in parallel to the pair of control lines LA at the switch 20A. The two amplifiers 25A, 55A are fed from the processing module 4 in a manner

which will be described later.

  The control module 2A further comprises a logic AND gate with two inputs 29A, an input of which is connected to a zone push button 31A and to a pole of a bipolar switch 30A, and whose output is connected to the two push buttons. 28A, 58A. The switch A makes it possible to connect a source of energy described later, either to the aforementioned input of the door 29A or to an activation input of the two closing pushbuttons 27A, 57A. The control module 2A further comprises three LEDs 32A, VGA and VDA whose function and connections are described below. In addition, the switch A is attached to a main switch presented in

the following.

  The description that has just been made can

  apply in full to the control module 2B by substituting the letter B for the letter A in all the

aforementioned references.

  The processing module 4 also has a substantially symmetrical structure, particularly with respect to the sides A and B with reference to FIG. 2. It generally comprises, in direct contact with each pair of lines, respectively IA, IB , an AND logic gate 42A, 42B, connected to an amplifier 43A, 43B whose output is connected to a switch 44A, 44B integral with a keyed main switch by the conductor and subsequently designated by the reference MKS (" Master Key Switch ")

  and at a line switch 90A, 90B.

  Each AND gate 42A, 42B has as inputs, on the one hand the two lines of the pair of respective lines IA, IB, on the other hand, an output line of an amplifier 41 at whose input the output is applied. an AND logic gate 40 providing the logical AND function between two logical signals ZDCL (A) and ZDCL (B) respectively representing the state of closure or not of all the doors respectively of the side A and the side B. The logic gate 40 only outputs a logic level "1" when the entirety of the gates of the

car concerned is closed.

  The processing module 4 furthermore comprises an energy conversion chain consisting of a protection circuit 76 receiving as input a voltage + b coming from electrical generating devices and / or storage devices (batteries) external to the control device 1 according to the invention, and delivering a voltage + b *, a switching power supply 77, and finally a converter generating an AC voltage at a predetermined frequency, for example, 28 kHz. This AC signal is applied to both switches 30A, 30B. Coupling switches 78, 7 make it possible to optionally apply the supply signal, respectively,

on line pairs IA, IB.

  Furthermore, a switch 84 NMR ("no motion relay") makes it possible to supply the amplifiers 25A, 56A, 25B,

  56B control modules 2A, 2B above.

  In addition, each control device 1 according to the invention comprises a traction control authorization module in the main cabin, each car being able to act as the head car of the train. The traction control authorization module comprises a traction authorization amplifier 70 whose input is connected to the pair of lines IB, downstream of the switch 90B, and which is electrically powered from the protection circuit 76. via a coupling switch 75. The amplifier 70 is connected to a switch 71 and to a traction authorization relay 74 via a switch 73. Indicators 72 are placed in parallel

  on the output lines of the inverter switch 71.

  In the same way, the auxiliary booth CA1, CA2 of each car R1, R2 comprises a traction authorization amplifier 61 fed from the protected voltage + b * via a coupling switch 60 and receiving as input the information transiting on the pair of lines IA downstream of the switch 90A. The output of the traction authorization amplifier 61 is applied via a switch 62 and a switch 65 to a traction authorization relay 66. Indicators 63, 64 are

placed in front of the switch 62.

  The switches 71 and 62 are in the closed position when the service doors PA1, PB1 are respectively closed, with reference to FIG. 2, and when predetermined control devices (not shown)

  are correctly positioned.

  The processing module 4 furthermore comprises devices activated only when the car considered is the leading car, and in particular, visualization amplifiers 45A, 45B respectively connected to the line pairs IA, IB, at the input of the logic gate 42A for the

  first, and output of the amplifier 6 for the second.

  The display amplifier 45A is connected to the LEDs VDA and VGB respectively included in the control modules 2A, 2B, while the visualization amplifier 45B is connected to the LEDs VGA and VDB

  respectively included in the control modules 2A, 2B.

  The two amplifiers 45A, 45B mentioned above are fed from a common amplifier 80 itself powered from the output of the converter 81 via two switches connected in series 82, 83 and integral with two

  main switches MKS AB (not shown).

  The common amplifier 80, the output of which is furthermore applied to the LEDs 32A, 32B and to the input of the AND logic gates 29A, 29B, amplifies an alternating signal coming from an oscillator 79 receiving as input, on an OR logic gate (no shown), the output signal of the common amplifier 80 (self-hold) and signals respectively from the two zone push buttons 31A, 31B. The control device 1 according to the invention which has just been described is present in each car R 1, R 2, R 3 of a rail transport train, with reference to FIG. 2. By way of example, each car R 1, R2 is equipped with eight doors P21, P41, P61, P81, P101, P121, P141, P161; P22 - P162, each corresponding to two ventals Vil, V21; V31, V41; V51, V61; V71, V81; V91, V101; V111ii, V121; V131, V141; V151, V161. Cars R2, R3, having a structure identical to the car R1, the vents shown in Figure 2 have identical references with the exception of the last digit

  replaced by 2 and 3 respectively.

  Each car R1, R2, R3 comprises two service doors PA1, PB1; PA2, PB2; PA3, operable by key by the conductor, a main cabin C1, C2, C3 and a

auxiliary cab CA1, CA2, CA3.

  The cars are interconnected by the two pairs of command line LA, LB and the two pairs of

information lines IA, IB.

  The operation of the safety control device 1 according to the invention will now be described in

reference to Figures 1 and 2.

  In order to facilitate the description, it is assumed that

  the car R1 is the leading car of the train and therefore that the driver of the train is present in the cabin C1, the

  row moving in the description represented by the

arrow.

  The conductor may be present in

  any car of the train.

  It will be arbitrarily assumed that it is present in car R2. The conductor has a key to actuate the switch MKS to obtain three distinct situations: - the ON position, used when the train is stationary and allowing the control of the doors, - the RUN position, allowing, under certain conditions specified in the following, the running of the train, and - the position TERM, used when the oar has

reaches its terminus.

  The conductor has a zone push button 31A, 31B that he actuates to identify the car in which it is mounted and activate the amplifier 10, which has the effect of supplying the lights of zone 32A, 32B. When the train comes to rest at the station, the conductor places the switch MKS in the ON position and activates the opening push-button corresponding to the side allowing the descent. Thus, if this side is the A side, the ON position of the MKS switch places the switch 30A to the right and allows the activation of the opening push button 28A via the AND logic gate 29A. The ON position also has the effect of interrupting the two pairs of information lines IA, IB by means of the two switches 44A, 44B, thus preventing any transfer of information to the driver. The ON position of the MKS switch also has the effect of making the car in which the conductor is located, master of the operations of opening and

  closing the doors of the entire train.

  Indeed, the two switches 20A and 50A for the side A, 20B and 50B for the side B, are then positioned so that the secondary windings 22A, 52A; 22B, 52B; are directly connected to the ends of corresponding line pairs LA, LB. Thus, the opening / closing commands can be transmitted to the head and the tail of the train from a

  any car occupied by the conductor.

  The closing command of the doors is initiated by action on the closing pushbuttons 28A, 58A; 28B, 58B. It should be noted that the control module concerned 2A, 2B ensures the transmission of the closing order both to the head of the train and to the tail of the train. If all the doors are completely closed, the logic gates 42A, 42B generate a logic "1" and the VGA, VDB LEDs; VDA, VGB are on, indicating that the run command can be given. The conductor then sets the switch MKS in RUN mode, which causes the closing of the switches 30A, 30B and the transmission to the driver's cabin of the logical combination of the closing signals ZDCL (A), ZDCL (B) and RUN information for all cars. In the case where the switch MKS of at least one of the cars is not in the RUN position, the resultant signal received by the driver corresponds to a logical level "O" and does not allow

  so not the start of the train.

  In the driver's cabin, located at the head of the train, the coupling switch 78 makes it possible to deliver a high signal on the pair of information lines IA towards the tail of the train, thus mitigating the absence of a car

adjacent forward.

  In the same way, in the car located at the end of the train, the coupling switch 7 ensures the transmission, on the pair of information lines IB, of a signal

logic "1".

  If all the necessary conditions (doors closed, RUN position of the set of switches MKS) are met, the traction authorization amplifier 70, located in the control device 1 of the cabin of the leading car, receives in input a logical level high ("1"). The authorization relay 74 is then activated if the

  switch 71 and switch 73 are closed.

  The chef de train also has a third command: the TERM command used in terminus situation. In this situation, the switches 20A, 50A; 20B, 50B are positioned so that the control modules 2A, 2B are then in direct contact with the pairs of control lines LA, LB. In addition, the pairs of information lines IA, IB are interrupted preventing

all start of the train.

  It should be noted that all information and commands are transmitted in alternative mode, which guarantees both a galvanic isolation and a high level of security. In an actual embodiment, the

  signal frequency is equal to 28 kHz.

  In a preferred embodiment of the invention, the control modules are arranged to allow a momentary reopening of one or more unlocked doors at the end of the general closing command, as a result of an obstruction due to a or several travelers. FIG. 3 illustrates an embodiment implementing a five-button BP pushbutton for each left-hand part ZG and on the right-hand side ZD of the control module corresponding for example to the side A of the train. An additional transmission line is added to the pair of LA control lines, thereby achieving a

transmission third A.

  In normal operation, the BP pushbutton is at rest and the switches 20A, 50A are set to either RUN mode, ON or TERM mode depending on the position of the MKS switch. The extra line is then inoperative. If it is necessary to reopen the doors to the left of the car housing the conductor, the latter actuates the push button BP, which causes the opening of the connection of the secondary winding 36 with the pair of lines LA and therefore the opening of the doors located to the left of the control module ZG. At the same time, the OSC lines connected to the oscillator 26A (FIG. 1) and OZ are brought into contact while the switch 16 is open. The line pair constituted by the upper and lower lines of the third A A ensures the transmission of the momentary reopening command on all the actuators of cars located to the left of the control module ZG. All other control modules of the train is equipped in a similar manner. Of course, the invention is not limited to the examples described and shown and many adjustments can be made to these examples without departing from the scope

of the invention.

  It is thus possible to envisage the use of the pairs of lines used in the invention for the transmission of other types of information superimposed on the pre-existing information, provided that there is no interference and that effective selective filtering

be done.

  Moreover, it is possible to provide other types of shaping of information and control signals than the one used in the example described, such as digital transmission modes, while bearing in mind the necessary imperatives of reliability and safety of

railway equipment.

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Claims (14)

  1. A method for controlling the safety of doors of a rail transport train comprising several cars (R1, R2, R3) provided with doors whose opening and closing are controlled by actuators, comprising a sequence of following steps initiated. by an operator from any of the cars (R1, R2, R3): - control authorization, initiated after stopping the train, - command to open a predetermined part of all of said doors of the rame, - closing command of said doors and - transmission to a driver at the head of the train of a selective authorization to start the train after performing a prior step of checking effective closure of said doors, characterized in that that during the closing control step, information on the state of closing of the doors of cars located on either side of the car accommodating the operator are taken, on the one hand, on a of information passing from the front to the rear of the train, and on the other hand, a flow of information transiting from the rear to the front of the train. oar.   2. Method according to claim 1, characterized in that the opening control and closing control steps are arranged so that all the control commands to the actuators of the doors of the cars located on both sides. other of the car welcoming the operator is transmitted from said car on order transmission media (LA, LB) connecting   the set of cars (R1, R2, R3).   3. Method according to claims 1 or 2,   characterized in that the opening control steps and 16 2653818   closure command each comprise a control sub-step applicable to all the doors located   on a first predetermined side (A) of the train and a sub   control step applying to all the doors on the other side (B) of the train.   4. Method according to one of claims 1 to 3,   characterized in that, during the authorization transmission step, the flow of information transiting from the rear to the front of the train includes specific effective gate closure and start authorization information. to each car to generate at the driver level a resulting information authorization to start.   5. Method according to one of claims i to 4,   characterized in that orders and information are transmitted in alternate mode at a predetermined frequency   on lines (LA, LB, IA, IB) arranged in pairs.   6. Method according to one of claims i to 5,   characterized in that it further comprises a step of momentary reopening of one or more doors   closed at the end of the closing control step.   7. Device (1) for controlling the safety of doors of a rail transport train comprising several cars (Ri, R2, R3) provided with doors whose opening and closing are controlled by actuators, implementing the method according to   preceding claims, placed in each of said   cars (R1, R2, R3) and comprising means (20A, 50A, B, 50B) for enabling control when the train is stationary, - means (28A, 58A, 28B, 58B) for controlling the opening a predetermined part of all of said gates of the train, - means for controlling the closing of said gates, - means (27A, 57A, 27B, 57B) for selectively enabling the train to be started after control. of the actual closure of said doors, the aforementioned means being implemented in a car by an operator provided with predetermined access means, characterized in that it further comprises means (45A, 45B) for collecting information concerning the effective closure of the doors of cars located on either side of the car where the operator is located, on the one hand, on a support (IA) for transmitting information from the front to the rear of the train , and secondly, on a carrier (IB) for transmitting information from the rear e forward of the train, said carrier (IB) further ensuring the transmission of a   selective start authorization information.   8. Device (1) according to claim 7, characterized in that the opening and closing control means are arranged such that said means generate, on supports (LA, LB) order transmission connecting the set of control devices placed in each car (R1, R2, R3), control commands to the actuators of the cars located on each side and   other of the car in which the operator is located.   9. Device (1) according to claim 8, characterized in that the information transmission and order carriers consist of line pairs (LA, LB) and in that the orders and information are transmitted in the form of alternative signals to a predetermined frequency.   10. Device (1) according to claim 9, characterized in that the opening control means and the closure control means each comprise means for controlling the doors located on one side of the train and means for controlling the doors on the other side, the opening and closing control means on each side being grouped together in opening / closing control means (2A, 2B) associated with each side, and the set of opening / closing control means of the same side being connected within the train by a pair of command transmission lines (LA, LB).   11. Application of the device according to the   claims 7 to 10, to a railway train comprising   several cars (Ri, R2, R3) each comprising a main driving cabin (C1, C2, C3) and an auxiliary cabin (CA1, CA2), characterized in that the device according to the invention equipping each car (R1, R2 , R3) further comprises main start-up authorization means (70-74) to which a main authorization signal is applied on the pair (IB) of information transmission lines traveling forward of the train, connected to traction control means, and auxiliary start-up authorization means (61-66) to which an auxiliary authorization signal taken from the transmission line pair (IA) is applied. information passing towards the rear of the train, said main and auxiliary means being implemented in a car end of the train.   Device (1) according to one of the claims   7 to 19, characterized in that it further comprises means (31A, 31B) for identifying the car in which the operator is located as the car from which the control commands are transmitted, the implementation said identification means by the operator leading to the activation of the control means   opening / closing (2A, 2B) of the device (1).   13. Device (1) according to claim 12, characterized in that it further comprises control display means (VGA, VDA, VDB, VGB) connected to the means for sampling the closing information of doors, to indicate the operator the closing state of said doors, and zone display means (32A, 32B) connected to the identification means, to indicate to the operator the validation of the means order authorization.   14. Device according to one of claims 10,   13, characterized in that it further comprises means (BP) for controlling a momentary reopening of unclosed doors at the end of the implementation of the closing control means, and in that the supports of   transmission of orders each include three lines (A).